Transmission-gearing.



G. W. PARKER. TRANSMISSION GEAEING.

v APPLICATION IJILED MAE. 26, 1909.

G. PARKER.

TRANSMISSION GEARING. APYLIGATIOH FILED HAE. 2s, 1909.

Pasened Nov. 23, 1909.

Z SHEETS-SHEET 2.,

will

NESSIES:

t arr-m CLARK 1V. PARKER, OF SlRINGFIELl), MASSACHUSETTS, ASSGNOB, TO LALMB KNIT- TEN@ MACHINE COMPANY, OF CHICOPEE FALLS, MASSACHUSETTS, A CORPORATION OF MASSACHUSETTS.

Specification of Letters Patent.

rRaNsMrssroN-GEARING.

Patented New. as, lreos.,

Application filed March 26, 1909. Serial No. 486,056

o all whom 'it may concern.'

Be it knownthatl, CLARK W'. PARKER, a

citizen of the United States of America, and a resident of Springfield, county of Hampden, and State of Massachusetts, have invented certain neW and useful Improvements in Transmission-Gearing, of Which the following is a specification, reference being had to the accompanying drawings, forming a part thereof. My invention relates to improvements in transmission gearing, and particularly to that class of transmission gearing in Which ch iges in speed and direction of drive are brought about by the use of sliding ke'ys.

The main object of my invention is to adaptthis class of transmission gearing to automobile construction, though it will be understood that the various features of my invention are equally capable of being employed in other connections. t is common practice in operating automobiles to disconnect the driving motor at the moment the change speed or reverse lever is being moved, in order to avoid shock upon the parts, and my invention consists, first, in the employment of an inertia and momentum device by the use of which sufficient movement will be obtained through the gearing employed to bring the parts in a proper position to insure the proper engagement of the. sliding key or keys after the driving motor has been so disconnected and before it is again connected. I

. My invention also consists in a novel nieanswhereby the parts may be connected indirect drivin@ relation at high speed, and

in certain novel details of construction andl combinations of parts, such as will be fully pointeout hereinafter.

.ln order that my invention may be thorou "i understood, l Ywill now proceed to describe an embodiment thereof, having reference to the accompanying drawings illustrating the same, and will dien pointout the novel features in claims.

1n the drawinvs: Figure 1 is a View in central longituc inal horizontal section through a transmission gearing embodying my invention. Fi 2 is a detail top View showing particular y themeans for controlling the operation of the sliding keys. Fig.

3 is a View in longitudinal section upon the plane of the line S-Sof Fig. 1. Fig. 4 is a view in transverse section upon the plane of the line H of Fig. 1. Fig. 5 is a view in transverse section upon the plane ofthe line 5 5 of Fig. 1, and Fig. 6 is a detail View upon an enlarged scale, in` transverse Section, upon the plane of the line 6 6 of Fig. 1.

A portion of the main driving or motor shaft is shown at 10 in the drawings, the same being adapted to be thrown into and out of engagement With i an intermediate shaft 11 by means of the usual orV any desired form of friction clutch 12. rEhe shaft 13 to be driven is arranged in line .with the intermediate shaft ll-and-l driving shaft 10 in the ordinary Imanned-and a secondary shaft 14 is disposed parallelwith thesaid driven .shaft 13, the said shafts 13yand 14 being suitably journaled in a tgear casing 15 in the usual or any desired manner, 'The secondary shaft 14 is arranged in .isernia nent driving relation with the driven shaft 13 by means of a pinion 16 which ispernfianent-ly located upon thetdriven'shaft 13 and a spur gear 17 which isl permanently located upon the secondary shaft 14. Three trains of gearing 18-19-20 are 'provided between the two shafts 13 and 14, at the opposite ends thereof to Which the gears 16 'and 17 are located; the trains 18 and 19 comprising each two gears loosely, mounted upon the shafts 18 and 1a respectively, and the train 20 comprising three gears two of. which are loosely mounted upon the two said shafts, 'and the other comprising an intermediate or idler gear 21 through which motion is transmitted from one shaft to the other in opposite directions to that in which it is transmitted by the trains of gears 18 and 19. The various gear Wheels which, as has just been stated .are loosely mounted upon the two shafts 13 and 14, are maintained against longitudinal displacement by means of collars 22 which are secured fast upon the shaft, being preferably -clamped rigidly thereon so as' also to act as a reinforcement for the said shafts. The tivo shaftsv are each provided with a deep slot or key-Way 23 for the Vreception of sliding keys 2li-25e-2G.

The keys 25 and 26 are pivotally mountedv upon a hub 27 which is mounted to slide freely upon thel shaft 13, the keys 25 and 2G being located within the key-way 23 of the said shaft 13, while the key 24 is pivotally mounted upon a hub 28 which is mounted to slide freely upon the shaft 14, the said key 24 being locatedlwithin the slot or key-Way 23 in the said shaft 14. The two hubs 27 and 28 are connected by means of a yoke 29, the said yoke being secured to a carrier 30 which is arranged to slide freely upon a stationary rod or bar 31. The carrier is engaged by a stud or projection 32 upon an arm' or lever 33, the said arm or lever being mounted upon a horizontal` stud or' pin 34, to which is also secured an operating handle or lever 35. A manipulation of the operating handle or lever 35 so as to rock the stud 34 will produce a longitudinal movement. of the carrier 30, yoke 29, and hubs 27 and 28, as will be well understood.

The keys 24 and 25 are each provided at their free ends with projecting portions 3G constituting` teeth which are adapted for engagement with notches or key-ways 37 in the freegears upon the shafts 13 and 14. The ends of the keys having` these projections are forced radially outward by means of coil springs 3S which are housed Within the said keys and which bear at their opposite ends upon'bearing 4platest) located in the bottom of the said slots or key-ways 23 and adapted to travel along the said slots or key-Ways with the said keys 24 and 25. The key 26 is similarly provided with a tooth or projection 40 and coil spring 41 for forcing this portion of the key radially outward and a bearing plate 42 which engages the bottom of the slot or keyway 23 in the shal't'. 13. The tooth or projection 40 is adapted for engagement with one or l'norenotches or keyways 43 located in a. housing 44 which is secured fast upon the intermediate shaflt 11.

'The shaft 13 is provided with a collar 45,

the same being provided with a recess 4(5- constitnting a continuation oi the keyway 23 to ferm guide for the tooth or projection 40 of the key '26. The flange portion ol the said collar to the rearof the housing 44 is provided with an abutment. 47 which is adapted to act as a cam to cause the tooth or projection 4() to be withdrawn i'roni engagement with a notch or keyway 43 when the said key is moved to the right as viewed in Fig. 1.

'lhe operation of the device. is as follows:

Assuming the parts to he. in the position shown in Fig. -l and that-the 'friction clutch- 12 so operatesl as' to connect the intermediate shat't 11 with the driving shaft 1t), motion imparted to the driving shal't 1t) will be transmitted through the intermediate shatt 1l directly to the driven shat't l by reason of the fact that. the, key 26 is in such a position as to loek the said shaft-13 with the .said slntlt 11. the tooth or projection l() thereot' being in engagement with a noteh or keyway lil ot the housing' -l lupon the shaft 11. Motion will he transmitted to the seeondary shaft through the pinion 1G and spur gear 17, but the gear trains 1S, 19 and '-20 will he inoperative and idle. lVhen it desired to transmit motion at a dit'l'erent rate of speed or in a diti'erent direction. the handle or lever 35 is operated so as to throw the earrier 3() and yoke. '1&1 to the right, as viewed in Fig. 1. This will earry the keys '2l-25 and 26 over to the right, releasing the tooth or projection .lt) of the key 215 from engagement with the housing 4-1 so as to free the shalt 1? from direct engagement with the sha'lt 11 and bringing the teeth or projet-tions 313 olf the keys BJC-25 in engage- 19, or 2t) upon the shafts 13 and 14. Assuming the parts to be moved so that the prising the train n.12). motion will then he transmitted 'from the intermediate shalt l1. through the pinion 11' and .spur gear 1T to the secondary shaft l-l, and thenee through the gears lll to the shatt'l-. 'llvhen the keys are moved to a position where they rest at a point opposite the intermediate collars 22 between any two ott the gear trainsI it will then be apparent that no driving movenrcnt. at all will he transmitted to the shaft 13. 'lhis is liet-anse at sut-li tin'ie'not only are the keys '2-1 and 25 ont ot engagement with any gear wheels. lint thekey ti is also ont ot" operative engageinent with the housing l-t ot' the internadiate slnrt't 11. This arrangement will then provide tor direet engagement at high speed. intermediate engagement. through the haelt' gearing at two lower rates ol speed ti. e., through the medium ot' the gear trains 1S and ltll, reverse drive through the gear train 20, andan idle or dead position in whieh no movements at all `are transmitted to the shaft 13.

lllhtalever a ehange is made from the dead position to a position engaging the parts in operative driving relation, or whenever a change is lnade from one speed ot' drive to another,'or trom-me direction of rotation to another. it is eonnnoir and proper praetiee lor the driver ot a motor vehicle to meinentarily release the elnteh 12 whereby to relieve the parts as much as possible from the shock whieh would otherwise resultdue to sut-lr time the intermediate shaft- 11 and the secondary shaft 14 are running free and idle. and in order that the said parts shall run 'l'or a sullieient length oi time to eausethe keys to make their proper engagement, l have provided the intermediate shaft 11 with a fly wheel AS heavy enough to give kevs 2l and 25 engage the e'ear wheels eonit P F* the inertia or momentum of the vehicle. At`

ment with gears olE any one o't' the trains 1S,

er1-roes the required momentum for the purposein' The provision of this momentum member is quite important because when the parts are to be adjusted for ,a slow speed or a reverse drive it sometimes takes several revolutions ot the intermediate shaft ll before the said engagement is completed, and it the shaft l1 were to come to rest before such engagement were completed such engagement could thereafter only be completed by again operatiiig theclntch 12 to connect the intermediate shaft il with the drive shaft l0 arid the completion ot the engagement of the keys thereupon would result in an undesired shock,

filhat l claim is:

i. in transmission gearing the combination with a driving shaft, an intermediate shatt and a driven shaft, ot a clutch for connecting and disconnecting the said driving and intermediate shafts, change speed gearing between the intermediate shaft and the driven shaft, and a momentum member` carried by the intermediate shaft, substantially as sei' forth.

in transmission gearing the combination with a driving shaft, an intermediate shaft and a driven shaft, all three in line with each other, and a clutch for connecting and disconnecting the driving and intermediate shafts, of a secondary shaft permanentiy connected to rotate. at a lower speed with the said intermediate shaft, change speed gearing between the said driven and seconda 'v shafts inciuding means for connecting diierent gear wheels with the said shafts, and a momentum member carried by the said intermediate member 'whereby the intermediate member will continue to revolve ater it has been discoiinected through the said flinch from engagement -ith the driving dint?, to the extent sniiieient to complete the vonnaction et the proper gear wheel with the driven shaft under change speed conditions.

23. in t ansmission gearing the combina'- tion with a driving shaft, an intermediate with each a clutch arranged tv; "i the t inte si: a sectaidary shaft parallel with the permanentiy connectwf. f. .f-

einen shan, gearing in' the intermediate shaft and vsecondary s. to rfi ate together, the secondary shaft rot ting at. a lower spie than the intermediaie si tt. change spged gearing for con necting the two said shaft? together at dii'- tm'i'nt speeds, sliding keys tor connecting fluent rotatie mi 'the intermediate audsecniidaiy shaiis at'ter the intermediate shaft has been disengaged from the driving shaft, to insure the proper engagement of the keys Lwith the said gears after their positions have been changed.

in transmission gearing of the class described the combination with a driving shaft,

an intermediate shaft arranged to be driven.,

driven shaft in direct driving relation withthe intermediate shaft, means for operating the said keys, a clutch between the'intermediate and driving shafts for disconnecting them while the said keys are being operated, and a momentum member carried by the said intermediate shaft for carrying on the rotation of the said intermediate and secondary shafts while the intermediate and driven shafts are disconnected and the said keys are being operate-d. l

5. in transmission gearing the combination with a shaft to which power may be applied, a driven shaft in line therewith hav ing alongitudinal groove or keyway theiuein and a secondary shaft geared to rotate with' the said power shaft, o a sleeve upon 'the driven shaft, two radiaiiy movable keys pivoted to the. said sleeve and extending in the keyway or the said shaft in opposite directions, a menf carried by the. frst shaft for direct engagementwith one ot' tric said keys when the sleeve is moved in one iirection, gearing between the driven and secondary shafts including a gear wheel. loosely mounted on the said driven shaft, the other of the said keys being adapted to engage the said gear wheel when the sieeve isv moved in the other direction, and means for moving the sleeve longitudinally upon the shaft.

6. in trnsinission gearing the combination with a shaft 'to which pov-,fer niet: he applied, a driven shaft in line therewith having a longitudinal groove or keyway therein and a secondary shaft geared to rotate with the said power shaft, the secondary shaft being arranged to rotate at a lower speed than the said power shat,tlie said secondary shaft also having a longitndinai groove or keyivay therein, of sleeves upon the driven and secondary shafts, two radially movable {eys pivotaliy connected to the sieeve upon the driven shat't, said keys located within the ifzeyway in the said shaft extending in ooposit i *i another raf u mounted upon id secondary' shaft and simultaneously moving the said keys longitudinully upon the said shafts, a housing carried bythe said power shaft for receiving one of the first two mentioned keys when the said keys are moved in one direction, und gear '11ee1sdoose1y mounted upon the Said driven and secondary shafts having notches or keyways therein for receiving the other said keys when the keys are moved in i0 the opposite direction.

CLARK WL PARKER.

iVitnesses E. C. FINK, \V1'MAN C. PARKER. 

